Internal-combustion engine



' PATENTED FEB. 16, 1904.

0. P. OSTERGREN. INTERNAL COMBUSTION ENGINE;

- APPLICATION FILED SEPT. 11. 1902. 10 MODEL.

4 SHEETS-SHEET 1.

INVENTOR fla /$69k BY M Zm o afiws WITNESSES:

PATENTED FEB. 16, 1904.

'0. P. OSTERGREN; INTERNAL COMBUSTION ENGINE.

ABPLIOATION FILED SEPT.11, 1902.

'4 SHEETS-SHEET 2.

NO MODEL.

N0. 752,410. PATENTED FEB. 16, 1904. 0. P; OSTERGRBN.

INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED 532111. 1902. no MODEL. 4 SHEETS-SHEET s.

5 I 74 /2 V i 5 g I I1 M l 3 a M 6.5 f m J WITNESSES: J5 f INVENTOR ATTORNEYS No. 752,410. PATENTED FEB. 16, 1904. 0. P. OSTERGREN.

INTERNAL COMBUSTION ENGINE.

APPLIUATION FILED SEPT. 11, 1902. no 110mm. 4 SHEETS-SHEET 4 ZMTTORNEYS vention Fig. 2 is aview, partly in side elevation and partly in central longitudinal sec-.

plane of section being taken; at; right 'angle's Patented February 16,

UNITED STATES PATENT OFFICE.

OSCAR, P. OSTERGREN, orNEW YORK, N. r; ASSIGNOR, BY'MEsm: AssIeN- MENTS, TO FUEL OIL POWER CO PA YACORPGRATION or nrsramr:

or COLUMBIA.

' INTERNAL-COMBUSTION ENGINE;

.SPECIFICA'IION formingpart oi' lletters Patent No. 752,410, dated February 16, 190%. Applicatibn filed September'llilQDZ. Serial No. 122,911. (No an.)

1'0 all whom it may concern..-

"and driving the products of combustion out Be it known that I, OsoA-R P. OSTERGREX, a: of the deflector through the exhaust: subject'of the King of Sweden and Norway, and a resident of New York city, county, and 1 I provide a casing 1, which entirely in'closes State, have invented certain new and useful the crank and connecting-rod. With'inthe In the present embodiment of my invention Improvements in Internal Gombustion Eni casing or; constructed as a part thereof-I progines, of which the following is a specification, I

drawings, forming a part thereof.

,reference being had to the accompanyingi My invention relates to improvements in l .ton 3, connected by an ordinary connectmg;

internal-combustion engines, and particularly to that class of internal-combustion engines operating upon the two-cycleprinciple.

My invention consists particularly in a novel orm and construction of admission-valve for the introduction of fuel into the cylinder and E in novel and improved means for operating i same, in an improved construction and means whereby resistance to the admission of fuel I into the cylinder by the pressure of C0111- pressed fluid therein may be opposed by. thel introduction of such compressed fluid at the rear as well as at the front of the valve-face,

in a novel form of combined compressor and,

' ports 10.

suction feed-pump for the fuel, and in novel 1 means for automaticallvtiming the operation of the fuel-admission valve correctly for either I direction of rotation of the engine.

My invention further consists in certain novel details of construction and'combination of parts, as will be hereinafter more fully set forth. r

I will now proceed to describe an internalcombustion engine embodying my invention andwill then point out the novel features in claims.

In the'di-aw'ugs, Figure 1 is aview in side elevationof a gas-engine embodying-p131 int-ion, of the same,. illustratingthe opposite side to that shown'inFigtl Fig; 3 1s aview in central vertical section of'the same, the

to the views shown in Figsffl andfl. Fig. 4

vide acylinder 2, between which-and the casing I leav an annular chamber, through which a. cooling medium may be permitted to circu late. Fitted to the cylinder 2 is a trunk -pis-- rod or pitman e to a crank 5,' arranged upon '60 the engine-shaft 6'. 'The engine-shaftis'shpto or formed as an'inte'gral partthereof and the piston is further provided with ports 8. for admitting compressed air to within the deflector 7. cumferentially with inlet-ports 9 and exhaust: The inlet-ports 9 communicate with the interior of thecasing 1. .The exhaustports 10 communicate with an annular charm- The cylinder 2 is provided cir.

'ber 11, arranged around the casing 1, and" from thence pass into a nozzle-l2, forming a ejectoris shown at 13 andconnects with the annular space 1i between the upper end of the cylinder 2 and the outer wall ofth'e casing 1. The walls of the ports 12 constitute an inclosing end for the space 1%, and inlet-ports 15 vadmit cooling medium to the saidggace.

' The rear end of the cylindersis with-a reentrant "portion 01*;head, between which and the outer walls of the cylinder the deflector 7 of the piston is adapted to beinclosed'when at the upper end of its stroke. The head- 161supports a fuel-admission valve comprising casing 17, a' valve-plug18, a piston- 19, a spring and an inclosing cap or cover 21. The valve-casing 17 is in communication. through a channel22, check-valve pipe 24, 'lieatingrcoil (arranged within the-nozzle, 12 of the ejector,) and pipe 26 with .a source of fuel supply under pressure 27.

part of an ejector. -The outer ,nozzle of tle vided The valve-casing 17 1s further 1ncom1nun1ca'- tion throughpipe 28 with the upper end of an auxiliary compressor 29. The compressor 29 includes a compressing-piston 30, connected by .a piston-"rod 31 and a cam-follower 2. with an operating-cam 33,: mounted Wen the main sha'it- 6. A link34, pivoted .at 35' to a stationary portion'of the engine, connects the face of the cam The auxiliary com- -pressorhas also a connection 37 with the upper end of a the cylinder 2. A suitable elec: tricistarting-plug 38 ismounted in the end or head of thecylinder or may belocated. elsewhere in any other convenient position.v

The reservoir 27 is arranged to carry liquid.

fuel under pressure,'such as a heavy oil, and the oil is thus constantly supplied through the pipe 26, heater25, pipe 24:, needle-valve 57, and check-valve 23 to the fuel-admission valve18. "When the auxiliary-compressor piston '30 is below the level of the port 37 fluid pressure is equalized through the rear end of the cylinder-port 37, auxiliary-cornpressor-cylindert29, and'pipe 28 upon both sides ofthe fuel-admission valve 18, and the the valve to its seat.

4 .tinue' to action of'the spring will be suchas to ld If the; auxiliary-compressor piston be raised, however, to a point above the port 37, as it will be so raised at, the proper time by the cam 33, the said port will be closed, and the fiuidabove the mouing piston 30will' be compressed until the pressure thereof,'rising toa point above the resistance of the spring 2Q, .yvill slightly lift the piston :19 and permit oil'to feed through the valve 18 into the rear end' of the cylinder 2 behind the piston 3. Such admission will contake place for so long a time as the valve 18 is held open. a

hen the piston 3 is at the upper end of its'stroke, asshown in Fig. 3 of the drawings, the admission-ports 9 for compressed air will be closed, as will also the exhaust-ports 10.

a When the piston is moved down to approxi mately lowest or inmost end of its stroke, as shown in diagrammatic Fig; 4, exhaustports 10 Will'beuucovered by the piston, and

the admission-ports 9'of the cylinder 2 will be substantially"inyregister with the ports 8of the piston, and air from within'the crank-casing 1, which has been'sligh'tly compressed by the downwardly-moving piston 3, will be admitted through the po'rts'9 and the ports 8 to finally discharged through the exhaust ports- 10. The hot burned gases will pass out through chamber 11 and nozzle 12, heating the incoming oil by impingement upon the heating-coii 25 within the nozzle 12, and will finallyfbe dis charged through the mouth of" thehozzle 12 andihat of the nozzle 13, inducing acurrcnt ofcoid. air through the annular chamber l t and the nozzle 13. Fresh incoming air will betaken'in through ports 15and will act as a cooling medium upon the cylinder 2,

In its first upward movementthe piston 3 will quickly close the admission-ports 9and the exhaust-ports 10 and will then in its further upw rd movement compress the charge of fresh air within the rear end of the cylinder and within the deflector of the piston. This air will be compressed to a point that after the engine has beeh running ashort time and taken in conjunction with the heating of the cylindenendor head will be suflicient to Sc cure ignition of the'oil sprayed into the 'cylinder through the valve 18. The oil is sprayed into the cylinder just as the piston reaches the end of the compression-stroke and immedi'-' ately ignites. cured at-substantially the completion of the rear or upper stroke of the piston and such ignition. taking place in an inclosed space containing oil in a finely-subdivided condition and air under pressure, energy will be devel-- Ignition having been "thus se- *oped to drive the piston forward. The fore- 5 going cycle 01, operations will then be bontinued indefinitely.

The speed of the engine may be regulated by the adjustment of a needle-valve 57, ar-

ranged in the pipe 24, by the adjustment of which a larger or smaller quantity of fuel will be permitted to .feed into the upper end of the cylinder in a given time. I I a As before stated, the fuel will be under pressure in the reservoir 27, and such pressure 7 may conveniently be obtained by connecting the reservoir with a source of fluid-pressure within another reservoir 39; presently to be described. A reducin -valve 58 will preferably be employed in the connection between the two reservoirs, so that uniform pressure may be maintained within'the reservoir 27 regardless of the pressure within the reservoir 39, the pressure in the reservoir 39 being always greater. than that required in the reservoir :27. y

The pressure required in the reservoir 27 need be sufficient merely to raise the oil up and through the pipe 26 to feed port 22 and to overcome the resistance of the spring of the checkvalve 23. The oil in the passage 22 has no need of being under high pressure, because of the fact that at the moment the oil is feeding into the cylinder through the port 18 the pressure behind the valve in the valve-casing 17 will be slightly greater than the pressure within the rear end of the cylinder 2, into which the oil. isfeeding. The auxiliary compressor 29 actssomewhat in the nature of a feed pumfp to feed the oil into the cylinder, as well as a 5 compressor to provide fluid-pressure beneath the piston 19 to li t the valve 18.

I inder may act also as the resistance of the pressure is raised to a "come the resistance of und rstood, of course, that while the pressure on t 1c opposite sides of the valve 18 is the same such pressure acting up n the under side of the piston 19 will always exert a force tending to lift the'valve; but st? force will normally be overcome-by the spring 20 until the point sufficient to overthe spring. The fuel reservoir :27 may be charge through a pipe,59, forming a branch of the pipe 26, which may connect with an oil-pump or other source of supply in any well-known =manner.

'- merely cdol same by constantly inducing a cur- By the foregoing it will be seen that I do not attempt to water-jacket my cylinder, as is usual in internal combustion engines, but

rent of fresh air around the cylinder, i being inder is constantly in the '35 heat of same remembered that the forward end of the cylpresence of practicrank-casing 1. I outer end because I desire to use the for the nition at each stroke.

callyfresh cool air in the I provide an ignition- ;plng.38 to be: employed when first starting the engine up;

but-after the engine has, been running a short time the use of such plug is not necessary.

' 1 Because of the peculiar form of the deflector "and the man'nenof introducing air within same from the crank-chamber a'whirling action is produced,which very effectively scavenges the cylinder, driving therefrom substantially all of the burned gases before the exhaust-ports areclosed by the upwardly moving piston. .7 For the purpose of starting the engine I have provided a reservoir 39, arranged to con- 'tain a supply of fluid under pressure, which communicates through a pipe 40 with a combined inlet and check valve 41, arranged m a easing 42 upon the side of the crank-casing 1.

The valve 41 has an upper stem, and aspringl 431s arranged between thenpper end of the casingand the endof the said stem to consatay bear against the same to hold the valve :closed. The said valve is also provided' with a lower stem. adapted to be eii'gaged by a slid" ing plunger 4.4-, mounted in an extension of the casing if! and passing through a suitable stuffing-box to the external atmosphere. A

.tappet 4E5, securedupon a; short rock-shaft 46,

engages the plunger 4A and under certain conditiofis causes a I reciprocation of the same.

purpose of insuring ig-- The rock-shaft -16 has also sccuredthereto anof the eccentrics will have no practical effect upon the arm or lever 47, and the rock-shaft 46 will hence remain at rest. \l'hen it is desired to start the engine, the operating-lever 53 is thrown in one direction or the other, ac-

cording to in which direction it is desired thatthe engine shall run. l l'hen so operated, one

. or other of the eccentrics 51 will operate to vibrate the arm 457., rock-shaft 46, and hence tappet. .45, to cause, a reciprocation of the plunger a4. Reciprocation of. the plunger 44 will open the valve 41 at a predetermined point in the position of the moving parts of the engine and for a predetermined period, so as to admit compressed motive fluid f-rom'within the reservoir 39 as a working fluid for the engine. For a short time the engine will be operated by motive fluid from the reservoir 39', just in the same manner as an ordinary single-acting steam or air, engine is operated, until after several strokes have been made and air compressed in the cylinder and fuel admitted the engine will commence to work as an internal-combustion engine, when the operating-lever :53 may be again operated to bring the link-motion to a dead-center and admission from the reservoir 39' will cease At each subsequent working stroke of the en,- gine for. a short period compressed fluid will be supplied'to the reservoir 39 to take the place of that which has been employed for starting the engine, the valve 41 'at such times opening freely toward-the reservoir ating as a check-valve to prevent retu'rn of fluid therefrom.

As before explained, in order tostart the engine in one direction or the other" it -is merely necessary to throw the operating-lever of the'linlrmotion to the right or left, so as to operate the valve 41 at the proper time. When reversing theengine, however, it is necessary to operate the auxiliary compressor 29.-With respect to thecrank-shaft upon the opposite side of a line passing through the center of the engine. For the purpose of automatically making the necessary change or position of the cam 33 with respect to the shaft 6 when the direction of rotation of the engine is reversed I have mounted the said cam 33 loosely upon the shaft and have: provided an abutment 54; upon the. fly-wheel '55, whichabutment is adapted'to engage a" projection 56 upon the cam 33 to compelits rota; tion, but which abutment will pass through.

and operthereto may be discontinued, as the heating of the cylinder end 16, together with the com pression of air within the cylinder end, when the piston has completed its rear stroke will give a temperature sufiicient to ignite the fuel-supply and the engine will continue to run without further ignition from external sources. The check-valve 23-is provided in order to prevent backing up of motive fluid into the oil-supply pipe 24.

\Vhile fol-simplicity I have shown only one cylinder and the valve-gear pertaining thereto, it will be understood that in order that the engine may be self-starting and selfreversing under all conditions it is necessary LII to have a plurality of cylinders connected to thesame crank-shaft, the starting-and reversing valve motions of which may be operated. from thesame lever.

' It will be obvious that the foregoing is but one embodiment of my invention and that the same is capable of many and varied modifications within the spirit and scope of my invention, and, further, that certain parts may be I ei'nployedln connection with other parts of differentconstruction. Hence I do not desire to be limited only to the precise details of construction and combination of parts; but

\Vhat I claim is- 1. In an internal-combustion engine, the combination with a working cylinder and a piston, of an engine-driven air-pump and a fue valve including means for opening the same, directly exposed to and actuated by the pressure from the pump, whereby the operation of the valve is pneumatically timed in relation to the engine speed.

in an internal-combustion engine, the combination with a working cylinder and a piston therein, of a fuel-admission valve, pressure-operated means connected thereto and adapted, when operated, to open said valve, and an air-pump operated by the engine for supplying pneumaticpressure to the pressureoperated means for operating same, the connection from the pump -to the pressure-operatedmeans being direct-and open in a direction toward tlIQlM'G-SSLU'E'OIWIEliZQfl means at all times. v

com )ination with a cylinder and a piston'thcre in. of a fuel-adi'nissioi'1,\'al\'e communicating withthc interior of the cyl nder. a passage leading from Within the cylinder at its Warhing end,to behind the valve, pressure-operated means for operating the valve inane direction, and means operated by the engine in its movement for closing the said passage and for compressing fluid to operate the said fluidpressure-operated means. i

4. In an internalcombustion engine,- the combination with a cylinder and piston therein, of a fuel-admission valve, a passage leading from Within the cylinder to the rear of the said valve, pressure-operated means con" necting with saidpassage, for operating said valve in one direction, an auxiliary compressor adapted in its movement to close the said passage and compress the fluid remaining therein on the rear side of the valve, and means f0 operating the auxiliary compressor.

5. In an internal-combustion engine, the

combination with a cylinder and piston therein, of a fuel-admission valve, a passage leading from within the cylinder to the rear of the said valve, pressure-operated'means for operating said valve in one direction, an auxiliary compressor adapted in its movement to close the said passage and compress the fluid remaining therein on the rear side of the valve and to, actuate the pressu re operated means. and means connected with a moving part of the engine to operate the auxiliary compressor, said means adjustable with respect to the movement of the engine. I

6. In an internal-combustion engine, the 'combination with a cylinder and piston there in, of a fuel-admission valve, a passage lead-- ing from within the cylinder to the rear of the said valve, pressure-operated means for operating said valve in one direction an auxiliary compressor adapted in its movement to close the said passage and compress the fluid remaining therein on the rear side of the valve and to actuate the pressure-operated means, a cam connected with the engine for operating the auxiliary compressor and means for adjusting the position of the cam with relation to the movement of the engine.

7. In an internal-combustion engine, the combination with a cylinder and-a piston therein, of a fuel-admission valve communicating withthe interior of the cylinder, ,a passage leading from within the cylinder to behind the valve, means for operating the valve, and

means for producing a preponderance of pres-k sure behind the valve when same is opened whereby fuel may be fed thereto at low pressure.

8. In an internal co1nbustion engine, the combination with a cylinder and a piston therein, of a fuel-mlmission valve communicating with the interior of the cylinder, a passage the valve, means for operating the valve and meansior closing the said passage and ra'1s-,

125 leading from within the cylinder to behind ing the pressure behind the valve when the SHLH: i opened.

vsaeio -9.- In an internal-combustion engine, the combination w th a cyhnder and ap ston therein, of a fuel-admission valve communicating with the interior of the cylinder, means for admitting fluid under pressure from within the working end of the cylinderto behind the combination with a cylinder andapiston there-,- -1n, of a fuel-admission valve communicating w1th the interior of the cylmder, means for valve-face, while said valve is closed, and means for operating the valve, to. admit fuel to the working end of the cylinder.

10. In\ an internal-combustion engine, the

admitting fluid under pressure from within the cylinder to behind the valveface, while said valve is closed, and means for increasing the pressure behind the valve-face as the valve opens,' in order to feed fuel into the cylinder,

against the pressure of thefluid therein.

11. In an internal-combustion engine, the combination with acylinder and a piston there in, of a fuel-admission valve communicating with the interior of the cylinder, a checkvalve, means foradmitting fluid under pressure from within the working end of the cylinder to between the admission-valve and the check valve whilethe admission valve is closed, and means for operating the admission valve, to admit fuel to the working end of the cylinder.

12. In an internal-combustion engine, the

combination with a cylinder and a piston therein, of a fuel-admission valve communicating with the interior of the cylinder, a check- Valve, means for admitting the fluid under pressure within the cylinder to between the admission-valve and the check-valve while the admission-valve ls'closed, and means. for 1ncreasing the pressure betweenthe two valves as the admission-valve opens, in order to feed ting operation. i

fuel into the cylinder, the fluid therein. i y

13. In an internal-combustion engine, the

against the pressure of combination with a cylinder and a piston therein, of a fuel-admission valve communicating w th the interior of the cylinder, a source of I fuel-supply, a check-valve therein, a passage leading from the interior of the cylinderto a point in the fuel-supply between the checkvalve and the admission-valve, and means for closing the passage to the cylinder, and for raising the pressure'in that portion of the passage connecting between the said valves.

I 14. In an internal-combustion engine, the combination with acylinder and a piston there- 1n, of a fuel-feed pump, and means for admitting fuel, and fluid under'pressure; from the" workingend of the cylinder, to the feed-pump.

15. In an internal-combustion engine, the

combination With'a cylinder anda piston there in, of a fuel-feed pump, and means for admits ting fuel, and? fluid under pressure from the working end of the cylinder, to the feed-pump once for each working stroke of the engine.

16. In an internal-combustion engine, the

combination with a'cylinder and a piston there- 7 in, said piston in its operation arranged to compress air within said cylinder, of a. fuelfeed pump arrangedto admitfuel-into. the-- volume of air socompressed, and contained within the said cylindenand'means for admitting air, so compressed, from the cylinder to the feed-pump, prior toits said fuel-admit- 

